Valve for smoke-conveyers and spark-arresters.



No. 636,640. Patented Nov. 7, I899. w. H. DANA.

VALVE FOR SMOKE CONVEYERS AND SPARK ARRESTERS.

(Application filed Mar. 6, 1899.)

(No Model.)

Inn/6717607". MW. 11. 9

UNITED STATES PATENT FFICE.

WILLIAM H. DANA, OF DALLAS, TEXAS.

SPECIFICATION forming part of Letters IPatent IhTo. 636,640, dated November '7, 1899. Application filed March 6 1899. $erial No. 708,054. (No model.)

To all whom it may concern.-

Be it known that I, WILLIAM H. DANA, of Dallas, in the county of Dallas and State of Texas, have invented certain new and useful Improvements in Valves for Smoke-Conveyers and Spark-Arresters, of which the following is a full, clear, and exact description.

The invention relates to railroad trains drawn by locomotives using coal, wood, or like material as fuel.

The object of the invention is to provide new and improved valves to be used inconnection with smoke-conveyers and spark-arresters, arranged for perfect draft and to arrest the sparks and cinders issuing from the locomotive smoke-stack and to convey the smoke and gases generated by the combustion of the burning fuel in the locomotive to the rear end of the train, so that the passengers in the cars do not inhale the obnoxious smoke and gases and are not annoyed by sparks and cinders, as heretofore experienced in railway travcling.

The invention consists of novel features and parts and combinations of the same, as will be described hereinafter and then pointed out in the claim.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation showing the improvements as applied. Fig. 2 is an enlarged side View of the improvement showing the valves closed. Fig. 3 is an enlarged side View of the improvement showing the valves open.

As illustrated in Fig. 1, the improvements are shown as applied to a train consisting of the locomotive A, tender A, and cars A and A with a conveyer-section B of the conveyer B continuous with the upwardly and rearwardly curved smoke-stack A of the locomotive A, so that the smoke, gases, and sparks and cinders incident to the burning of the fuel in the locomotive pass upward through the said smoke-stack and into and through the tube 13, as shown in the drawings. The valve G is arranged hung at the middle on a transversely-extending shaft G, journaled in suitable bearings in the side of the section B, by a link G to the hinge-cover G for an upwardly-extending outlet G for the section B, so that when the said cover is opened the link G swings the valve G into an inclined position to close the section B at this point, so that the forward position thereof connects with the outlet G to permit the smoke and gases to pass up the valve G and through the outlet to G to the outer air. The hinged cover G is connected with one end of a rope G passing over a pulley G journaled on bracket G attached to the section B. The rope G extends into the cab of the loco motive to be under the control of the engineer, so as to enable him to pull the rope G and swing the cover G open and the valve G closed for the purpose above mentioned. A spring G carried by the bracket G presses on the hinge end of the cover G so that when the engineer releases the pull on the rope G the spring G Will force the cover G shut. The cover in swinging downward causes the link G to swing the valve G back into its former open position, as indicated in full on Figs. 1 and 2. When the valve G is closed, as described, the engineer also closes the valve E to shut off the air-draft from the funnel B, so that the smoke and gases are discharged only from the outlet G When desired, air may be admitted to the front end of the tube B to insure a proper draft for the smoke and gases to be carried rapidly and rearwardly through the tube B and discharge the same at the rear end of the train. For this purpose and to assist valve G in the perfect working of its functions I provide the forward end of the section B of the tube B at its junction with the smokestack A with a funnel-shaped air-inlet B normally closed at its inner end by a valve E, having its fulcrum at the middle of the valve in the form of a transversely-extending shaft E, journaled in suitable hearings in the sides of the funnel. The forward end of the valve E is provided with an arm E drawn by a spring E attached to the funnel-bottom, to hold the valve normally in a closed position. The arm E is also connected with one end of a rope E extending upwardly through an opening in the top of the funnel and passing over a pulley E journaled on the funnel at the outside thereof, the rope then extending into the cab of the locomotive to be under the control of the engineer, so that when it is desired to create a draft in the tube B by the outside air then the engineer pulls the rope E and swings the valve E into an open horizontal position, as indicated in Fig. 3. It is evident that as the train moves forward air passes readily through the funnel B into the section B of the tube B and through the remaining sections to assist in carrying smoke and gases to the rear end of the train. When the engineer desires to back up the train or in making up the train or while remaining under train-sheds, he closes the valve E and opens valve G, which opens cover G and the smoke and gases are passed out at outlet G to the outer air, it being expressly understood that while the train is en route the valves B and E are open to convey the smoke and gases to the rear end of the train.

Having thus described my invention, I

claim as new and desire to secure by Letters Patent- The combination with a locomotive smokestack, of a sectional conveyor-tube connected to said stack, the conveyor-tube extending over the locomotive, tender and cars, an outlet in the locomotive-section, aspring-pressed cover for said outlet, a valve in said section, a link connection between the cover and the valve, and means for raising the cover, whereby the opening of the cover operates the valve to cut off communication between the locomotive-section and the rear sections of the conveyer-tube.

To the above I herewith sign my hand in the presence of two witnesses.

WILLIAM H. DANA.

Attest:

L. E. BURGESS, A. R. Ronenns. 

